Peter brotheehood



Patented Jan. 3|, I899.

No. 6l8,775.

P. BROTHERHUOD. TRIPLE CYLINDER, ENGINE.

(Application filed Feb. 28, 1898.)

2 Sheats-8heet I.

(No Model.)

QQISW Patented Ian. 3|, I899.

Nd. 6l8,775.

P. B'Rnfllennoon. TRIPLE CYLINDER ENGINE.

(Application filed Feb. 28, 1898.)

2 Sheets-Sheet 2.

(No Model.)

ZZZ-Etna 5 z s Noams PETERS co, PH OTO-LITEd PETER BROTHERHOOD, OF LAMBETI-I, ENGLAND.

TRIPLE-CYLINDER ENGINE.

SPECIFICATION forming part of Letters Patent No. 618,775, dated January 31, 1899-.

Application filed February 28, 1898- Serial No- 6'72,034=- (No model.)

T0 a'ZZ whom it may concern: Be it known that I, PETER BROTHERHOOD; a citizen of England, residing at Belvedere road, Lambeth, in the county of Surrey, England, have invented certain new and useful Improvements in Triple-Cylinder Engines, of which the following is a specification.

My invention relates to engines worked by fluid under pressure acting in three cylinders which radiate around a central crank-shaft, the fluid acting on the pistons only in the one direction, forcing them successively toward the shaft, while their return strokes are effected by the crank.

My present invention consists particularly in detail improvements on the engines described and shown' in Letters Patent Nos. 284,372 and 323,270, issued to me respectively September 4, 1883, and July 28, 1885.

The improvements will be hereinafter described, and pointed out in the claim, reference being made to the accompanying drawings, in which Figures 1 and 2 are two central sections of an engine according to my present invention, taken on planes at right angles to each other. Fig. 3 is a sectional plan of one of the cylinders on the line 3 3 of Fig. 1. Fig. 4 is an elevation of the cam and rubber.

Each piston P has through it a slot 19, which while the piston is making its back stroke partly or wholly coincides with a slot 0 through the rounded outer end 0 of the connectingrod, this slot being at such an angle that the slots coincide only While the connecting-rod is moving at an inclination to the right of its central position. Each cylinder has four exhaust cavities or recesses R, which extend longitudinally some distance along the cylinder from the central cavity A, in which the crank B revolves. The crank-shaft D is tubular, giving passage for exhaust. The crankpin E is also made tubular for the sake of lightness, and to it is fixed a disk F, made with a heavy part f to counterbalance the crank-pin, which is also partly counterbalanced by a heavy part b of the crank.

On the disk F is a cam G, against which bear three guided rubbers N, one for each valve-stem s, which butts against the rubber.

The Valve S is of piston form, having a hol= low stem inclosing a spring which keeps the stem 8 and rubber N pressed against the cam G. The working fluid is admitted into an annular passage which communicates with the three valve-chests K. Each connecting-rod terminates at its inner end M in a hollow fitting on the crank-pin and has on each side a projecting lip engaged in annular grooves L, formed on the faces of the crank B and the disk F, respectively. The engine operates in the following manner: The piston-valve S being in such a position as to uncover the port at the end of the cylinder, fluid under pres sure passes from the valve-chest into the cylinder and propels the piston toward the central shaft until the cam moves the valve S to the position Where it covers the port. As the piston approaches the end of its stroke it uncovers the recesses R, allowing a large portion of the fluid which has acted in the cylinder to escape into the central cavity and,

thence through the tubular shaft D. Soon after the connecting-rod has passed its deadcenter, the piston being about to cover the recesses R, the slots 19 and 0 come into coincidence, so that when the recesses R are quite closed against escape the residuary fluid in the cylinder escapes through these slots until the piston completes its stroke, whereupon the action is repeated. As each piston in its turn propels the crank through part of a revolution during its stroke in the one direction and is moved back by the crank continuous revolution of the crank is eifected, the connecting-rods being always under stress in only the one direction. 1

An engine in some respects similar to that which comprises my present improvements was described in my previous specification of English Patent N 0. 3,989 of 1887. I therefore make no general claim to an engine of this kind; but,

Having thus described the nature of this invention and the best means I know for carrying the same into practical effect, I claim The combination of the crank-shaft D having the crank B, of the disk F mounted on the crank and having the weighted part f, the cam G arranged upon and supported by the said weighted disk, a series of cylinders, the

In testimony whereof I have hereunto set pistons, the connecting rods, the series of my hand in presence of two subscribing Witguided rubbers N bearing against the cam which is mounted on said Weighted disk, and the spring-pressed valves S having valvestems s acted upon by the rubbers, substantially as described.

nesses.

PETER BROTHERI-IOOD. Witnesses:

OLIVER IMRAY, M10. P. M. MILLARD. 

